Safety apparatus for railway systems.



A. PEGORELLA.

SAFETY APPARATUS FOR. RAILWAY SYSTEMS.

APPLICATION FILED OCT. 6, 1914.

l, 1 28,498. Patented Feb. 16, 1915.

3 SHEETSSHEET 1.

. INVE TUR Wnwassrza N WUIWJ h w" Y ATTURNZZL THE NORRIS PETERS (70.,PHOTO-LITHOH WASHINGTON, D c

A. PEOORELLA.

SAFETY APPARATUS FOR RAILWAY SYSTEMS.

APPLIOATIQN FILED 0011. 6. 1914.

1,128,498. Patented Feb. 16, 1915.

3 SHEETS-SHEET 24 INVENTUR WITNKEIEEE! I 2 hY m M ATTURNEYEJ A.PEGORELLA.

SAFETY APPARATUS FOR RAILWAY SYSTEMS.

APPLICATION FILED OCT. 6. 1914.

NVENTDR Y J) a W 17-7 Patented Feb. 16, 1915.

. 3 SHEETS-SHEET 3.

A T T 0 RN E Y "3 ALBERT IPECORELLA.

OF BUFFALO, NEW YORK.

SAFETY APPARATUS FOR RAILWAY SYSTEMS.

Specification of Letters Patent.

Patented Feb. ie, 1915.

Application filed October 6, 1914. Serial No. 865,257.

To all whom it may concern:

Be it known that I, ALBERT PECORELLA, a subject of the King of Italy,residing at Buffalo, in the county of Erie and State of New York, haveinvented new and useful Improvements in Safety Apparatus for RailwaySystems, of which the following is a specification.

This invention relates to a safety apparatus or device for railwaysystems and has the object to produce simple, eflicient and reliablemeans whereby two trains entering the same block of the system may beprotected against collision with each other by causing two electriccircuits to be closed each of which includes an electric generatormounted on one train and an electric translating device mounted on theother train and operating to either shut off the power which operatesthe respective trains or operates either a visual or audible signal orperforms all of these functions as may be best suited for the particularsystem on which these safety devices or apparatus are installed.

In the accompanying drawings: Figure 1 is a fragmentary vertical crosssection of a car of a railway train and the tracks on which the sameruns equipped with one embodiment of my invention. Fig. 2 is a verticalcross section, on an enlarged scale, of one of the main supporting andconducting rails, an auxiliary electrical conductor associatedtherewith, and the contact devices cooperating with the main conductorand the auxiliary conductor. :Fig. 3 is an inside elevation of the same,on a reduced scale. Fig. 4 is a diagrammatic perspective Viewillustrating the different electrical circuits either between two trainsapproaching each other head on in the same block, or two trainsfollowing one another in the same block, or two trains in the same blockheaded in the same direction with the poles of the electric circuits ofthe advancing trains reversed.

Similar characters of reference indicate corresponding parts throughoutthe several views.

My invention is applicable to railway systems of various types andparticularly to the steam and electric operated railways now in generaluse.

1, 2 represent the two main rails of the usual or ordinary railway trackwhich also serve as the main electric conductors and upon which the loadsupporting wheels 3 of a railway car run. The body 4 of this car issupported by these supporting wheels in the usual manner. In thefollowing description it is to be understood that a train includeseither one or more cars and that this train may be operated or driveneither by steam, electricity or any other power which may be availablefor this purpose. The main rails or tracks 1, 2 of the railway aredivided into sections or blocks, the rails of each block being separatedby gaps 5 from the tracks of adjacent blocks or sections andelectrically insulated therefrom so that the current traversing oneblock or section of the rails cannot reach the rails of adjacent blocksor sections. It is to be understood that when this safety device orapparatus is installed on electrically operated trains and railways thatadditional rails are provided in the usual and well known manner forconducting the current of electricity to the propulsion motors of thetrains which drive the same.

My improved safety device which is associated with the track and trainsof the railway system may be variously organized but the constructionwhich is shown in the drawings, as an example, is suitable and as thereshown the same is constructed as follows: 6, 7 represent two auxiliaryelectric conductors which are arranged adjacent to the inner sides ofthe two main rails, each of these auxiliary conductors being preferablysecured lengthwise to the inner side of the upright web of the companionmain rail below the head thereof and electrically insulated from allparts of the rail in any suitable or approved manner. These auxiliaryelectric conductors are preferably constructed in the form of strips orbars having flat vertical inner faces and divided into sections orblocks which are co extensive with the blocks of the main rails orconductors and separated by gaps, breaks or insulated joints 8 from theauxiliary conducting bars or strips in adjacent sections, the gapsbetween adjacent blocks of auxiliary conductors being transversely inline with the gaps between the main conducting rails.

9 represents a hand operated controlling lever which controls the motorfor propelling or driving the train and which is provided with a catchor dog 10 adapted to engage with a segment 11 for holding thiscontrolling lever either in its foremost position in which the dogengages with the first notch 12 of the segment and causes full power tobe supplied to the motor, or the lever may be turned baokwardly one stepand held there by engagement of its dog with the second notch 13 forreducing the power supplied to the propulsion motor, or the lever may beturned backwardly another step and held there by engagement of its dogwith the third notch 14 of the segment for shutting off the powersupplied to the propulsion motor, or the controlling lever may be movedback another step into its rearmost position and held there by its dogengaging with the fourth notch 15 of the segment, in which lastmentioned position of the controlling lever the operation of'thepropulsion motor is reversed so as to, caus the train to movebackwardly.

On a car of each train is mounted means for generating an electriccurrent, this being preferably accomplished by means of a dynamo orgenerator G. which may be of any suitable construction and driven in anysuitable manner for supplying an electric current which is to beutilized in operating the safety devices of this system. On a car ofeach train is also mounted an electrical translating device which isadapted to be placed in circuit with the electric generator on anothertrain in the same block, this translating device being so constructedthat it will produce either an audible or a visual signal for notifyingthe engineerofthe re spective train that he is in danger by reason ofanother train being in the same block and this translating device isalso adapted to automatically shut off the power which propels thetrain, be this power, steam, electricity or other motive agent. Thistranslating device, as shown in Fig. 1, preferably comprises an electricmotor M which is mounted on a car of each train and which is capable ofrunning in either direction. This motor may have its shaft 18 providedwith a double cam 19 which upon setting the motor in operation willengage the stem 20 of a valve 21 and close the latter so as to shut offthe supply of steam, compressed air or other power agent which may beutilized for operating the motor whereby the train is propelled. Therotation of the cam 19 when the propulsion motor M is set in operationmay also shift the lever 22 of a switch which connects the two sides orlines 16, 170f an electric circuit containing an electric motor whichmay be utilized for propelling the train. If desired, the valve 21 maybe included in the train pipe or air conduit of an air brake system andso const-ructed that when the stem 20.is shifted by the rotation of thecam 19 the air brakes of the train will be set and stop the train. Anelectric switch of which the lever 22 forms apart may also be employedin an electric brake system which will be set in operation by the cam 19when the motor M becomes operative. The devices just described are alldesigned to automatically stop the train by cutting off the power fromthe usual propulsion motor and applying the brakes independently of anyact on the part of the engineer. The instant that the motor M is set inoperation, which occurs when two trains occupy the same block in therailway system, the electric circuits are closed each of which includesthe generator G of one train and the motor M of the translating deviceon the other train, so that both trains are automatically stopped. Itis, of course, understood that only one of the automatic stop devicesjust described would probably be employed, the selection of theparticular type of stopping device depending upon the character of thepower which is utilized for driving the train and other conditions.

In addition to the automatic train stopping device the engineer of eachtrain may be warned of the presence of another train in the same blockby a signal which is either visual or audible, or both visual andaudible. As examples of such a signal which would be suitable for thispurpose the shaft 18 of the translating motor may be provided with arotatable hammer or tongue 23 which is adapted to strike a bell or gong24 whenever this motor is set in operation,- thereby serving as anaudible signal, and the shaft 18 may also be provided with a cam 25which raises a semaphore or signal arm 26 through the medium of alifting rod 27 thereby serving as a visual indicator to the engineer andwarning the latter of the presence of another-train in the same blockthe instant the translating motor M is set in operation. Various othermeans may be provided for either warning the engineer or operating thestopping or checking devices of a train under the circumstances abovedescribed, such as operating a light or a telephone all of which areincluded under the term translating device as used in thisspecification.

In order to place the generator G of each train in circuit with thetranslating motor of the other train when two trains are in the sameblock, contact devices are provided which are electrically connectedwith the generators and translating motors of both trains and areadapted to engage with the main rails 1, 2 which serve as mainconductors and also with the auxiliary conductors 6, 7. These contactdevices and the parts associated therewith are preferably constructed asfollows: 28, 29 represent two inwardly inclined main metal contactwheels adapted to engage with the upper sides of the heads of the twomain tracks 1, 2 and 30,

31, two auxiliary contact wheels each of which inclines inwardly andengages its lower part with the adjacent vertical surface of thecompanion auxiliary conductor and turns with the contact wheel on thecorresponding main rail or conductor. Each main contact wheel andauxiliary contact wheel are preferably connected mechanically butinsulated from each other electrically and are both mounted on a hub 32which is journaled in a fork 33 arranged on the lower section 34 of aninwardly inclined hanger. The upper section 35 of this hanger isconnected with the lower section by a rotatable joint 36 which holdsthese two hanger sections against longitudinal movement relatively toeach other but permits the lower section to rotate about the axis of thehanger so that the main and auxiliary contact wheels are free to followany curves or variations in the respective main conducting rail andauxiliary conducting strip. Each pair of main and auxiliary contactwheels are insulated electrically from the hub and also from thecompanion hanger. The upper end of the upper section of each hanger ispivotally supported so as to permit the hanger to swing in a verticalplane transversely of the track and also yieldingly supported on theunderside of the respective car body so that the latter can rise andfall under the varying loads imposed upon the same without disturbingthe engagement of the contact wheels with the main and auxiliaryconductors 1, 2, 6, 7. This pivotal and yielding support of each hangerpreferably comprises a semi-elliptical leaf spring 37 arrangedunderneath the car and connected at its opposite ends therewith by meansof vertically and transversely swinging links 38, and a pivot eye 39arranged at the upper end of the upper hanger section and connected by ahorizontal longitudinal pin 40 with a pivot eye 41 arranged on thecentral part of the companion leaf spring, as shown in Fig. 1. Inaddition to the pivot pin 40 the two hinge or pivot eyes are guidedrelatively to each other by means of two guide pins arranged on one ofthe eyes on opposite sides of the pivot pin and passing through slots 43in the other pivot eye, as shown in Figs. 1 and 2. By inclining thehangers and the contact wheels mounted thereon inwardly and pressing thesame constantly downwardly by means of the springs 37, a reliableengagement of the contact wheels with the main and auxiliary conductorsis insured regardless of the variation in the vertical position of thebody of the car under different loads or conditions. The sections ofeach hanger are preferably made hollow to permit of electric wires orlines 58, 59, 70, 71, to pass through the same for electricallyconnecting the contact wheels with the dynamo or generator G and thetranslating motor M of the respective car or train as will presentlyappear. Upon the lower parts of the right and left hangers are mountedtwo pairs of main and auxiliary contact brushes 44, 45, 46, 47 butinsulated from said hanger and each pair engaging electrically with thecompanion main and auxiliary contact wheels respectively. Means areprovided whereby one pole of the generator (at on each train may beconnected with the main contact wheel 29 and the other pole of thisgenerator electrically connected with the auxiliary contact wheel 30 andone pole of the translating motor may be electrically connected with theauxiliary contact wheel 31 while the oppo site pole of this motor iselectrically connected with the main contact wheel 28, the polarity ofsaid motor and generator being reversible for purposes which will bedescribed farther on. The preferred means for effecting theseconnections, as shown in Figs. 1 and 4, comprise a pole changer having aswitch lever 48 provided with two movable contacts 49, 50, one of which49, is connected by a line or wire 51 with one pole 52 of the generatorwhile the other contact 50 is connected by a wire or line 53 with onepole 54 of the companion translating motor, and three fixed contacts 55,56, 57 arranged .in a row, the central contact 56 being connected byawire or line 58 with the brush 46 of the hanger on the left hand side ofthe car and the two end contacts 55, 57 being con nected by a line orwire 59 with the auxiliary brush 47 on the left hand side of the car,and another pole changer having a switch lever 60 provided with twomovable contacts 61, 62 which are connected respectively by a wire 63with the other pole 64 of the companion motor M and by a wire 65 withthe other pole 66 of the companion generator G and three fixed contacts67, 68, 69 arranged in a row and the center one 68 being connected by awire or line 7 0 with the brush 44 on the right hand side of the carwhile the two end contacts 67, 69 are connected by a line or wire 71with the auxiliary brush 45 on the right hand side of the car. In theposition of the pole changing switch lever 48 shown in Fig. 1 themovable contacts 49, 50 of this switch lever engage respectively withthe contacts 56, 57 but in the reversed position of this lever itscontacts 49, 50 are adapted to engage respectively with the fixedcontacts 55, 56. In the position of the pole switch lever 60 shown inFig. 1 its movable contacts 61, 62 engage with the fixed contacts 68,69, respectively, and in the reversed position of this switch lever itsmovable contacts 61, 62 are adapted to engage respec tively with thecontacts 67, 68.

When a train is moving forwardly under normal conditions the switchlever 48 is shifted so that its contacts 49, 5O engage with the fixedcontacts, 56, 57 and the switch lever 60 is turned so that its contacts61, 62 engage with the fixed contacts 68, 69. When two trains with theirpole changing switches thus arranged approach each other from oppositedirections and their main and auxiliary contact wheels engage with themain and auxiliary longitudinal conductors in the same block or sectionof the railway, as represented diagrammatically by the trains A and B inFig. 4, the current generated by the dynamo G of the train A will flowfrom the pole 52 of the generator on train A through the wire 51,movable contact 49, fixed contact 56, line 58, main brush 46, maincontact wheel 29 on the left side of train A, thence along the maincontact rail 2 with which this last mentioned wheel engages to the righthand main contact wheel 28 of train B, thence through right hand mainbrush A l, line 70, fixed contact 68, movable contact 61, line 63 to theone pole 64L of the translating motor M of train B, thence from theopposite pole 5A of the last mentioned motor through the line 53,movable contact 50, fixed contact 57, line 59, to the left handauxiliary brush A7 and contact Wheel 31 of train B, thence along theauxiliary conducting strip or bar 6 with which the last mentioned wheelengages to the right hand auxiliary contact wheel 30 of train A, thencethrough the right hand.

auxiliary brush 45 on train A, line 71, fixed contact 69, movablecontact 62 and line 65 to the opposite pole 66 of the generator G ontrain A. When the circuit through the generator of train A and thetranslating motor of train B is thus completed the current of thegenerator on train A will cause the motor G on train B to operate andturn the shaft 18 of the latter and actuate the various train stoppingand signaling devices associated therewith on train B. In like mannerthe current generated by the dynamo M on train B will cause thetranslating motor on train A .to be actuated and the train stopping andsignaling devices on the last mentioned train to be actuated. By thismeans both trains A and B when entering the same block will be stoppedand the engineers of the respective trains will be notified or warned ofthe proximity of their trains and cause them to make an observation asto the situation of their trains and to proceed cautiously in order toavoid danger and insure safety.

When two trains going the same direction enter the same block while thecircuits of their safety devices are in the same normal position nosignal would be transmitted from one train to the other inasmuch as thegenerators G of both trains would be connected in series or synchronizedand no effect produced on the translating motor of either of thesetrains.

Fig. A;

When two trains are so close to each other that they are likely to enterupon the same block this is generally known to both engineers and undersuch circumstances the engineers of both such trains usually proceedwith caution. If therefore one or the other of two trains moving. in thesame direction and entering the same block should slow up or stop itbecomes necessary for the engineer of one of these trains to shift thepole changers of the .safety devices on the respective train. Thisposition of the pole changers is represented in Fig. l by train D whichis assumed to be traveling in the same direction and arranged in thesame block as train A but has come to a stand still or has reduced itsforward motionto erated by the dynamo of train A will operate thetranslating motor M of train D so that the stopping and signalingdevices on the last mentioned train will also be actuated. By this meanstrains A and. B will both be stopped automatically if they should enterthe same block while moving in the same direction or while train D is ata stand still and train A enters the same block in the same direction.The same effect will be pro duced if the pole changing devices of trainD are left in their normal position and the pole changing devices oftrain A are re versed from the position indicated in Fig. 4:.

The pole changers are preferably operatively connected with the lever 9which controls the propulsion motor of the train so that upon starting,stopping or reversing this motor the pole changers will be automaticallyset to cause the safety apparatus of the respective train to cooperatewith a proximate train in the same block. As shown in the drawings, thisconnection between the controlling lever and the pole changing levers48, 60 is of a flexible character and preferably comprises a sectionalrod having one section 72 of tubular form and connected with thecontrolling lever and another section 73 connected with the switchlevers 48, 60, and two springs 74, 75 arranged in said tubular rodsection and having their opposite inner ends engaging'with oppositelyfacing outer shoulders or abutments 76, 77, on the rod section 72 while;

their outer ends bear respectively against This relation of two trainsis represented by the trains A and G in,

inwardly facing shoulders 78, 79 on the tubular rod section 73, as shownin Fig. 1. The eXtent of the rocking movement of the switch levers i8,is less than the throw of the controlling lever and is limited inopposite directions by stops 80, 81, 82 and 83, respectively.

When the controlling lever 9 is in its full open position, as indicatedin Fig. 1, the

pole changing levers 48, 60 have both been moved to their normal extremeposition in one direction toward the right and against the stops 80, 82and the spring 74 of the flexible connection has been compressed. If newthe controlling lever 9 is shifted backwardly or toward the left onenotch or step of the segment for slowing down the train the position ofthe switch levers as, 60 will not be disturbed inasmuch as the spring74: is still under suflicient tension to hold the switch levers 4:8, 60against the right hand stops 80, 82. When, however, the controllinglever is moved to the third notch toward the left into a position inwhich the train is brought to a stop the tension of the other spring 72is such that these switch levers will be shifted from their normalposition indicated in Fig. 1 to the reverse position indicated by thetrain D in Fig. 4, thereby reversing the circuits of the respectivegenerator G and motor M. If now the controlling lever 9 is moved to itsextreme backward position or toward the left until its dog 10 engageswith the last or fourth notch of the segment for reversing the movementof the train the switch levers 48, 60 will remain in their reversedposition so that the circuits of the respective train also remain inthis reversed position and cause the signaling devices of the same toproperly cooperate with the signaling devices of a train coming in theopposite direction and entering the same block.

From the foregoing it will be clearly apparent that this safety devicefor railway systems insures absolute safety in the operation ofdifferent trains on the same track or railway and that this isaccomplished by means which are comparatively simple, in construction,efficient in operation and can be readily installed on railway systemsnow in general use.

1 claim as my invention:

1. A safety apparatus for railway systems comprising electric conductorsarranged lengthwise of the tracks, and instrumentalities arranged on acar of each train comprising contacts engaging with said conductors andtracks, an electric generator, an electrical translating device, andmeans for reversing the polarity of said translating device and saidgenerator comprising a pole reversing switch for said translating devicehaving a switch lever, a pole reversing switch for said generator havinga switch lever, an operating lever, a segment, a catch on said operatinglever adapted to engage different parts of said segment, and a yieldingconnection between said operating lever and said switch levers, saidelements being so connected that the electrical translating device ofeach train is adapted to be arranged in circuit with the generator ofanother train.

2. A safety apparatus for railway systems comprising electric conductorsarranged lengthwise of the tracks, and instrumentalities arranged on acar of each train comprising contacts engaging with said conductors andtracks, an electric generator, an electrical translating device, andmeans for reversing the polarity of said translating device and saidgenerator comprising a pole reversing switch for said translating devicehaving a switch lever, a pole reversing switch for said generator havinga switch lever, an operating lever, a segment, a catch on said operatinglever adapted to engage different parts of said segment, said elementsbeing so connected that the electrical translating device of each trainis adapted to be arranged in circuit with the generator of anothertrain, stops for limiting the rocking movement of said switch levers,and a yielding connection between said operating lever and said switchlevers.

3. A safety apparatus for railway systems comprising electric conductorsarranged lengthwise of the tracks, and instrumentalities arranged 011 acar of each train comprising contacts engaging with said conductors andtracks, an electric generator, an

electrical translating device, and means for reversing the polarity ofsaid translating device and said generator comprising a pole reversingswitch for said translating device having a switch lever, a polereversing switch for said generator having a switch lever, an operatinglever, a segment, a catch on said operating lever adapted to engagedifferent parts of said segment, said elements being so connected thatthe electrical translating device of each train is adapted to bearranged in circuit with the generator of another train, stops forlimiting the rocking movement of said switch levers, and a yieldingconnection between said operating lever and said switch levers,comprising rod sections connected respectively with said operating leverand said switch levers, and springs interposed between oppositely facingabutments on one of said rod sections and oppositely facing abutments onthe other rod section.

4:. A safety apparatus for railway systems comprising a main trackadapted to serve as an electrical conductor, an auxiliary conductorarranged lengthwise of the main track but electrically insulatedtherefrom, an inwardly inclined main contact wheel engaging with theupper side of said main track, an inwardly inclined auxiliary contactwheel engaging said auxiliary conductor and turning with said main wheelbut electrically insulated therefrom, and means for supporting saidcontact wheels on a car of the train. 5. A safety apparatus for railwaysystems comprising a main track adapted to serve as an electricalconductor, an auxiliary conductor arranged lengthwise of the main trackbut electrically insulated therefrom, an inwardly inclined main contactwheel engaging with the upper side of said main track, an inwardlyinclined auxiliary contact wheel engaging said auxiliary conductor andturning with said main wheel but electrically insulated therefrom, meansfor supporting said contact wheels on a car of the train, and brushesarranged on said supporting means and engaging with said wheels andconnected in circuit with electrical generators and translating devices.

6. A safety apparatus for railway systems comprising a main trackadapted to serve as an electrical conductor, an auxiliary conductorarranged lengthwise of the main track but electrically insulatedtherefrom, an inwardly inclined main contact wheel engaging with theupper side of said main track, an inwardly inclined auxiliary contactwheel engaging said auxiliary conductor and turning with said main wheelbut electrically insulated therefrom, means for supporting said contactwheels on a car of the train, comprising an inwardly inclined'hanger onwhich said contact wheels are pivotally supported, and a spring which isadapted to be mounted on said car and on which said hanger is pivotallymounted.

7. A safety apparatus for railway systems comprising a main trackadapted to serve as an electrical conductor, an auxiliary conductorarranged lengthwise of the main track but 'electricallyinsulatedtherefrom, an inwardly inclined main contact wheel engag ing with theupperside of said main track, an inwardly inclined auxiliary contactwheel engaging said auxiliary conductor and turning withsaid main wheelbut electrically insulated therefrom, means for supporting said contactwheels on a car of the train, comprising an inwardly inclined hangerhaving a lowersection on which said wheels are pivotally mounted, anupper 1 section yieldingly connected with said car, and a rotatablejoint connecting-the upper andlower sections of said hanger.

8. A safety apparatus for railway systems comprising a main trackadapted to serve as an electrical conductor, an auxiliary conductorarranged lengthwise of the main track but electrically insulatedtherefrom, an inwardly inclined main contact wheel engaging with theupper side of said main track, an inwardly inclined auxiliary contactwheelengaging said auxiliary conductor and turning with said main wheelbut electrically insulated therefrom, means for supporting said contactwheels on a car of the train, comprising an inwardly inclined hanger tothe lower end of which said contact wheels spring having its axisarranged horizontally and lengthwise of the car.

lVitness my hand this 5th day of October,

ALBERT rEooRELLA.

Witnesses:

FRANK BONAPORT, TI-IEO. L. Pom.-

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D, 0.

